Railway-traffic-controlling apparatus



March 10, 1925. 1,529,195

R. A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed April 30, 19232 Sheets-Sheet l INVENTOR ATTORNEY March 10. 1925 1,529,195

I R. A. MOCANN RAILWAY LRAFFIC CONTROLLING APPARATUS I Filed April 30,1925 2 Sheets-Sheet 2- k} A $3 B u INVENTOR 1 5a am A'II'TORNEY PatentedMar. 10, 1925.

UNITED STATE PATENT- OFFICE.

RONALD A. MQCANN, or swrssvenn, PENNSYLVANIA, AssIorNon fro THE UNIONswrrcn & SIGNAL COMPANY, or SWISSVAL'E, PENNSYLVANIA, .A ooaromrron orPENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS. I

"Application filed April 30, 1923. Serial No. 635,513.

To all whom it may concern: I Be it known that I, RONALD A. MOCANN,

a citizen of the United States, residing at- Swissv'ale, in the countyof Allegheny and State of Pennsylvama, have lnvented certain new anduseful Improvements in Railwaylraffic-Cont-rolling Apparatus, of whichthe following is a specification.

My invention relates to railway trafl'ic controlling apparatus, andparticularly to apparatus of the type wherein the cars or trains aregoverned by energy supplied from the trackway. More particularly myinvention relates to the trackway portion of such apparatus. 7 p

I will describe two forms of apparatus embodying my invention, and willthen point out the novel features thereo in claims.

In the accompanying drawings,.Fig. 1 is a diagrammatic view showingoneform of trackway apparatus embodying my invention. Fig. 2 is a Viewshowing a modification of the apparatus shown in Fig. 1 and alsoembodying my invention.

Referring first to Fig. 1, the reference character A designates thetrack rails of a railroad over which traffic norinally moves in thedirection. indicated by the .arrow.

These rails are divided by means of insulated rail joints 1 into aplurality of track sections B C, CD, D-E, etc. Each of these tracksections is provided with a source of track circuit current, which, asshown in the drawing, comprises the secondary winding of a tracktransformer designated by the reference character T with an exponentcorresponding to the location, The secondary winding is connected acrossthe rails adjacent the exit end of the section. The primary winding 6 ofeach transformer T is constantly supplied with alternating current fromtwo line wires 7 through wires 32 and 33. These line wires 7 areconnected provided with a track relay designated-by the referencecharacter R'with a suitable exponent, which relay is connected acrossthewith an alternator 8. Each section is also of the bladerespectively.The upper blade .05 I I operates three signal circuit controllers L, Mand N in the usual and well known manner. The lower blade of each signalis capable of assuming two positions at 0 and 90 with respect to itsmast, which posi- 2'0 tions I will hereinafter term the proceed and stoppositions of the-blade respectively. A signal'circuit controller P iscontrolled by thllOWQl' blade 90 of each signal in the usual manner. 175 Each section is provided with two other relays J and K whose controland purpose will be discussed in detail hereinafter. Each section isalso provided with a local transformer designated F, and alinetransformer g0 designated G, the primaries of both'of which areconnected with the line wires 7. o

An impedance 2 is connected across the rails adjacent the entrance endof each section, a similar impedance 4 is connected across the railsadjacent .the exit end of each section, and a third similar impedance 3is connected across the rails at an intermediate point in each section.

Referring particularly to section DE, 90 the lower blade 90 of signallSvis operated by a mechanism not shown in the drawing, but which whenenergized moves the signal blade to the proceed position and when deenergized allows the blade to move to the stop position to which it isbiased by some force such as gravity. TlllS DlGChfiDlSlll is' providedwith a circuit which passes from the left hand terminal of secondarywinding 42 of transformer G through wires 45 and '54:, front contact 5476 of relay J wire 72,

signal circuit controller L on signal S wire 71., operating mechanism ofthe lower blade 90 of signal S and wires 51-, 20 and secondary windingThis circuit is closed only when relay E is of line transformer Ithrough. .wi-res 4-5, .74..

and 73, front contact 6869 of relay R wire the operating mecl'ianisin'of the upper blade 80 signal Sap-and wiresxhl, 20' and {1-6, back to ther ght hand terminal of of transformer G energized. fl'lhe. proceedcircuit for :this blade passes from theleft hand terminal of secondarywinding 2:4;2 of transformer G illl'fill 'll wireslo and d7,frontcontact 418*- 49 oi relay RP, wire 50, the .operating mechanism ofthe upper blade 80 of signal S and wires 51, 20 and 46 back to the righthand terminal of the secondary winding 42 i of transformer G Thiscircuit is closed only when relay K is energized. The operation andcontrohof each of the signals S 38 and is exactly the same as for Stillreferrin particularly ;to section D- -E, the relayTKD is provided with acircuit which passes from the left hand tel:

rainfal of secondary winding 42 of trans-- former G wire 44, contact Pwi-re 6i front, contact .5 56 of relay J wire 55, winding of relay K andwires '52, and

- 46, back .to ,the' zright hand terminal vofsecondary winding 4.2 oftransformer Th s circuit is of course closed only when relay J isenergized and .the lower blade 9O of slgnal. S is at proceed, thereby0105- mg the contact P A Branch is provided fo this circuit. whichpasses gfIOI-Il. wire 44.

through contact N and .back to wire 6.41. This branch is closed onlywhen the upper blade 80 of signalS is at proceed. The

relay J is provided with a circuit which passes from the left handtermmal of secondary winding 42 .of transformer G through wire 44;contact M wire'65, front contact 67-66 of relay R Wire 62, wind ing ofrelay J and wires 63, 20 and 46,

back tol the right hand terminal .of sec ondary winding l2 oftransformer G This circuit is closed only when relay R .is energized and.the upper blade. 80 of signal SE is at caution or proceed, thus closingcontact M .Each'local transformer F comprises two secondary windings {l1and 40. Referring to transformer F one of these secondary windings 41 isprovided with a circuit whichv passes from its left hand contact,through wire 77,

'local current of normal relative polarity front contact 58-59 of relayJ", wire 39, to the mid point of impedance 2 in section C-D, thence downboth rails of the section in parallel. to impedance 4 in section C-D,wires 27 and 61 back to the right hand terminal of secondary winding llof transformer F only when relay J is energized; The sec-- ondarywinding of transformer F is supplied with a circuit which passes fromits left 'hand'termin al, through wire 28, front contact ll-{l2 of relayli wires 27* and 27, to the mid point of impedance at in section G-D-,thence down both rails in parallel to impedance 2', wire 39, backcontact 58-57 of relay J and wire 78', to the right hand terminal 20fsecondary Winch ing 40 [of transformer F This circuit .is closed onlywhen relay E is energized and relay J I is de-energi-zed. .This circuitis provided with a branch which passes from wire '28 through backcontact 1%13 of re- This circuit is closed lay RP, wire29, toimpedance'3 in section TD, and thence back to the rails of the. ection.branch only when. relays R and J' are both dsenergized. lt is evidentthat a local current of the one relative polarity which I will callnormal relative polarity, may .be supplied to the rails in parallelthroughout the length of. the section. or a 10- The circuit is closedthrough {this cal current of the other relative polarity,

which. 1 will .callire/verse relative polarity, may be supplied yto therails in parallel throughout the length of a section or from theentrance end to sin-intermediate point of the section depending onwhether. the associated relays are energized or .desen ergiz ed.

7 Before explaining the operation of the system as a whole .it should:be pointed out that the trackway apparatus here shown is intendedforco-operation Withtrain carried governing apparatus which operates inthe following manner: When the train is on a portion of track whlch. issupplied w andalso withtrack circuit current, the .gov-

erning apparatus.permitsthetrain to travel at h gh speedpsuch as mllesper hour.

When the train occupies a portion of track which is supplied with localcurrent of ,reverse relative polarity and also with track circuitcurrent. the governing apparatus prevents the train from proceedingatmore than an intermediatespeed suchas 35 miles per hour; but whenthetrain enters a portion' of track from which the supply of either linecurrentor track circuitcurrent is 'diSCODtlIIHGd, the governingapparatus prevents the train from proceeding at more thanajlowspeedofl'Omiles per houn. .One form ojf governingapparatus which will co.-operate in this manner with the trackway apparatus herein shown isillustrated and described in United States Letters Patent No. 1351771,issued to Lloyd V. Lewis, Sept. 7, 1920.

The operation of the entiresystem is as follows:

As shown in Fig. 1 the section to the right of E is occupied by a trainV, which deenergizes relay R This in turn de-energizes relays J and Kand allows both blades 80 and 90 of signal S to move to stop. Thesection D-E is supplied with local current of reverse relative polaritybetween impeclances 2 and 3 but is not supplied with local currentbetween impedances 3 and 4:. Since section DE is unoccupied,

relay R is energized and local current of reverse relative polarity issupplied to the section C-D throughout its length. Relays J and K areboth de-energized and the upper blade of signal S is at caution whilethe lower blade remains at stop. Since contact M is closed becausethe-upper blade of signal S is at caution, relay J is energized. Relay Ris also energized but relay K is de-energized. Thus the section BC issupplied with local current of normal relative polarity throughout itslength and the upper blade 80 of signal S remains at caution whereas thelower blade 90 is caused to indicate proceed. Relays R J and K are allenergized, thus moving the upper blade of signal S to proceed whichallows the lower blade to return to stop. The section to the left of Bis supplied with local current of normal relative polarity. All theunoccupied sections are provided with track circuit current so a trainfollowing V and travelling in the direction of the arrow over thatportion of track shown in Fig. 1 could proceed at high speed as far aspoint C, where its speed would be reduced to miles per hour. It couldproceed at this speed as far as impedance 3 in section D E but beyondthis pointitcould not proceed at speeds in excess of 10 miles per hourbecause of the interruption of local current, while beyond point E thelow speed limitation is still effective because the wheels and axles oftrain V shunt all the track circuit current away from the governingapparatus.

In Fig. 2 I have modified the arrangement of trackway apparatus shown inFig. 1 to suit conditions where roadside signals are not in use. In thisview each section is provided as before, with impedances 2, 3 and 4,track transformer T, line transformer G and track relay R. Each sectionis also provided with a line relay H. In this case the local transformerF for each section is only provided with one secondary winding 10. Itsprimary 9 is energized as before from line wires 7. Referringparticularly to transformer F the secondary 10 of this transformer isprovided with a circuit which passes from its left hand terminal throughwires 35 back contact 22'23 of relay H wire 39, impedance 2, of sectionCD, the rails of the section in parallel to impedance 1, thence throughWire 27 front contact 11 12 of relay R wires 28 and 38, back contact2526 of relay H and wire 37, back to the right hand terminal ofsecondary winding 10 of transformer F This circuit is closed only whenrelay E is energized and relay H is 'de-energized- A branch is providedfor this circuit which branch passes from therails of the section ODthrough impedance 3, wire '29, back contact 1113 of relay R and back towire 28. The circuit is closed through this branch only when relays Rand H are both deenergized. This secondary winding 10 is provided withanother circuit which passes from its lefthand terminal through'wire 35,front contact 2221 of relay H wire 28, front contact 11-12 of relay Rwire 27, impedance 4.- of section C-D down both rails of the section inparallel to impedance 2, thence by wire 39, front contact 25-24. ofrelay H and wire37 back to the right hand terminal of secondary winding10 of transformer F This circuit is closed only when relays R and H areboth energized. The relay H is provided with 'a circuit which passesfrom the left hand terminal of secondary winding 42 of transformer Gthrough wire 31, front contact 15--1 1 of relay R wire 30, front contact17-16 of relay R ,.wire 18, Winding of relay H and wires 20 and 19 backto the right hand terminal. of secondary winding42 on transformer G Thiscircuit is closed only when relays R and R are both energized.

As shown inthe drawinga train V occupies the sectionto the right of E.As a result relays R H and H are ale-energized. Thus local current ofreverse relative polarity is supplied to the rails of section D-Ebetween impedances 2 and 3 while no local current is supplied to therails of section DE between impedances 3 and 4-. 1 Relay R is energizedand local current of reverse relative polarity is supplied to the railsof section. C-D throughout its length. Relays R and H are bothenergized. thus supplying local current of normal relative polarity tothe rails of the section B-C. Likewise, relays R and H being energized,thera-ils of the section to the left of B are supplied with localcurrent of normal relative polarity. The operation of the gov erningapparatus over the portion of track shown in Fig. 2 is exactly like thatdescribed in Fig, 1. Y

Although I have herein shown and de-' scribed only two forms andarrangements of railway traffic controlling apparatus embodying myinvention, it is understood that various changes andmodifications may bemade therein wit'hin the scope of the ap i pendedclaims :withoutdeparting from the spirit and scope of my invention.

Having thus :descri'bed my -inv What I claim is:

1. In I combination, a plurality of successive'seetions of railwaytrack,track c'ircuit for each section comprising the railsention',"

offthe sectioirin series, a source of alter-'1 the aentrance send and vthe exit end when; thesection in advance and the's econd sec-" tion inxadyance'are unoccupied;

:2. In combination, a plurality l of 'succes sive seetions of railway'track, a track cir-w cuit i for each section I comprising I :the railsof thewsection in series," a source' oif'alter'--- netting-current forsaid track circuit, a-traok relay" :for each section, a signal for eachsectionyemea-ns controlled in part hy'rsaid sig nal' and said I relayfor" supplying the rails in parallel of tl1e-2=s'ectio11 next in 'the@rear with: local current on one relative polarity from the: entranceend' to I an 1 intermediate 1 point in 'thesect-i-omor of one or'theother relative "polarity between the entrance and exitiends ofthesection.

, 3. In combination, a plurality of sue 4o cessi e sections of railwaytracky-a track circuit for each section "comprisingthe rails of thesection in series, a source of alterhating-current for said trackcircuit, a track relay foreach section,-a secon'd rel-ayfor eachsectioncontrolled in 'part :by said track relay, a third relay for, eachsection "con-f trolled-in part by said secondvrelay-,-a signal: for eachsection controlled by said track relay =and said second'j-and thirdrelays, and H) means controllcd loy said track relay 1 and said secondrelay'tor supplying therails in parallel'of the secti'onrnext in therear with local current of one relative polarity "from the-entrance endto an "intermediate point polarity hetwee'n the entrance and exit endsoft-he section.

4. "Tin-combination, a plurality of successivesecti'ons of railwaytrack, a track circuit 7 for each section comprising the rails ofthesection in series,l a source of alternating current/for saidt'rackcircuit, a track relay for eaeh s'ectiomra secondrr'elay for eachsection controlled-by the associated track relay and the track relaynext in advance, a third relay marries for each section controlledbyzthe associated second relay and-ythe track relay of the sec tion nextin advance, a signal for each sec' tion controlled b y i ts associatedtrack relay and second andthird relays, and means'con To trclled bysaidt-rack relay a-nds aid second relay r01 supplying the-rails in parallelor the section next in the rearwith local icurrent of one relativepolarity from the"'entrz'uice-end -to an intermediate point in the sction or of one or the-other relative p Ola-1*" ity between the entranceandexit ends 0f E the sectionw I 5. In' comhinartiom a --plurality'- ofsu cessi e sections of-railway trackfa track circuit ibr each sectiony asource of curr-ent'foreach said circuit, a track --1.=elay*for each section, a. signal having two semaphore blades foreach-section; a first,asecon'd and a third signal circuit controller operatedby' the up- 1 55per blade o'feachsaid signal ;--a fourth signal circuit 1 controller"operated by *the" lower blade ofeaoh said signal,==a second relay foreach 'section',a'thirdrelay *for-each-section, a I local transformer'ioreach' section; a circuit 99' for said second relay' including-asourceof' energy,- a front contact on its" associated track transformerand the 7 said 1 first signal circuit controller of the section next'-in advance;a circuit for said thirdrelay includ inga source 'ofenergmafront contactofits associated second relay,- and the "second" or thethird signalcircuit' controller of the sec tion next in advance, asecondarywinding on said localtransformerfa circuit for said W secondaryincluding a frontcontact on said second-relay and the-railsin parallelofthe' section next in the rear-, a second secondary winding on saidlocal transformer; a circuit for-said second secondary"including therails, in parallel",*of the section next in rear, a back contacton saidsecond relay, "and a front contacton said trackirelaygfan'd' a second:circuit for sai-d secondary including the rails in parallel or*theseotion' next in'rear Icetween the .entra'nceend and an intermediatepoint'in the section, a hackcontact on'said in the'section or of-.one-o1"the'other relative track rel-a y and back contact "on saidthird rel-ayxl 6. In 001 cessive sections of railway track, a track"circuit'for eaclnsectioncomprising the rails ofthe section in series-fa.source of alternab ing-"currentfor-saidf track circuit, a track relayforcachsection, a line relay "for each lit) circuit, andmeans-'controlledbysaid track rel'ayandsaid line relayiorsupplyinglocal' currentto the rails in 1) arallel" 'ofithe section nextin 'the.rear with local current oi one 1 relativef aolari ty from theentranceend to as 'mtermedlaztepointinthe sectionor of" one or the other{relative polarity between the entrance and exit ends of the section.

7. In combination a plurality of sue cessive sections of railway track,a track n'h ination, "a plurality of sue-" of the section in series, asource of alternating current for said track circuit, a track relay foreach section, a line relay for each section; a circuit for each saidline relay comprising a source of energy, a front contact on itsassociated track relay and the track relay for the section next inadvance, a local transformer provided with a secondary winding; acircuit for said Winding including the rails in parallel of the sectionnext in rear, a front contact on said track relay, a front contact onsaid line relay and a second front contact on said line relay; a

second circuit for said secondary comprising the rails in parallel ofthe section next in rear,.a front contact on said track relay, a backcontact on said line relay and a second back contact on said line relaya third circuit for said secondary comprising the rails in parallel ofthe section nextin rear be RONALD A. McCANN.

